US9981663B2 - Control device for vehicle - Google Patents

Control device for vehicle Download PDF

Info

Publication number
US9981663B2
US9981663B2 US15/022,070 US201415022070A US9981663B2 US 9981663 B2 US9981663 B2 US 9981663B2 US 201415022070 A US201415022070 A US 201415022070A US 9981663 B2 US9981663 B2 US 9981663B2
Authority
US
United States
Prior art keywords
engine
traveling
clutch
control unit
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US15/022,070
Other languages
English (en)
Other versions
US20160221580A1 (en
Inventor
Satoshi Yamanaka
Takahiro YOKOKAWA
Yoshio Ito
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ITO, YOSHIO, YOKOKAWA, TAKAHIRO, YAMANAKA, SATOSHI
Publication of US20160221580A1 publication Critical patent/US20160221580A1/en
Application granted granted Critical
Publication of US9981663B2 publication Critical patent/US9981663B2/en
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0848—Circuits specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0224—Details of conduits, connectors or the adaptors therefor specially adapted for clutch control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
    • F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
    • F16D2048/0293—Hydraulic circuits combining clutch and transmission actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/5085—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/76—

Definitions

  • the present invention relates to a control device for a vehicle that controls driving force during traveling.
  • coasting traveling of a vehicle which is to travel through inertia by blocking, during traveling, the power transmission between an engine and driving wheels, is known as a technique for reducing the fuel consumption amount during traveling.
  • a control device shifts the vehicle to coasting traveling by blocking the power transmission between the engine and the driving wheels by disengaging, during normal traveling, a clutch in an engaged state disposed therebetween.
  • deceleration stop & start traveling (hereinafter referred to as “deceleration S&S traveling”) is known as the coasting traveling.
  • the deceleration S&S traveling is coasting traveling caused by blocking the power transmission between the engine and the driving wheels by disengaging the clutch, and also by stopping the engine when the brake operation has been performed under a predetermined condition during normal traveling.
  • Patent Literature 1 described below discloses a technique relating to the deceleration S&S traveling.
  • Patent Literature 1 Japanese Laid-open Patent Publication No. 2012-144184
  • Patent Literature 2 Japanese Laid-open Patent Publication No. 2012-122497
  • Patent Literature 2 described above discloses a technique of full-engaging the clutch after the blow-up of the rotation at the time of starting the engine has been reduced in the case of restarting the engine and engaging the clutch while the vehicle is traveling freely, as coasting traveling, or while the vehicle is in a stopped state.
  • An object of the present invention is to improve disadvantages of the conventional example, and to provide a control device for a vehicle capable of suppressing the occurrence of shock at the time of returning from deceleration S&S traveling.
  • a control device for a vehicle includes: a coasting control unit configured to, during normal traveling at a low speed within a predetermined range, cause a vehicle to travel through inertia by blocking power transmission between an engine and driving wheels by disengaging a power transmitting/blocking device that includes a first engaging portion connected to the engine and a second engaging portion connected to the driving wheels, and by stopping the engine; and a return control unit configured not to full-engage the power transmitting/blocking device while the engine is cranking by a motor in a case of returning from coasting traveling to normal traveling and to full-engage the power transmitting/blocking device after the motor stops.
  • the return control unit does not full-engage the power transmitting/blocking device when a starter motor of the engine is in drive, even if a full-engaging condition of the power transmitting/blocking device has been satisfied, but full-engages the power transmitting/blocking device after the starter motor stops.
  • the return control unit when returning from coasting traveling to normal traveling, does not full-engage the power transmitting/blocking device when the second driving force of the rotation motor is being output, even if the full-engaging condition of the power transmitting/blocking device has been satisfied, but full-engages the power transmitting/blocking device after the output of the second driving force by the rotation motor stops.
  • a control device for a vehicle according to the present invention can avoid, by a return control unit, the complete explosion of an engine at the time a power transmitting/blocking device is in a full-engaged state. Therefore, the occurrence of shock of the vehicle caused by the torque of the engine due to such complete explosion can be suppressed, and also the uncomfortable feeling given to the driver by acceleration and deceleration of the vehicle can be suppressed.
  • FIG. 1 is a diagram illustrating a control device for a vehicle and the vehicle according to an embodiment.
  • FIG. 2 is a conventional time chart of when returning from deceleration S&S traveling to normal traveling.
  • FIG. 3 is a time chart of when returning from deceleration S&S traveling to normal traveling according to the embodiment.
  • FIG. 4 is a flowchart of when returning from deceleration S&S traveling to normal traveling according to the embodiment.
  • FIG. 5 is a diagram illustrating a control device for a vehicle and the vehicle according to a modification.
  • FIG. 6 is a flowchart of when returning from deceleration S&S traveling to normal traveling according to the modification.
  • FIG. 7 is a time chart of when returning from deceleration S&S traveling to normal traveling according to the modification.
  • control device for a vehicle The embodiment of the control device for a vehicle according to the present invention will be described with reference to FIGS. 1 to 4 .
  • An exemplary vehicle as illustrated in FIG. 1 , is provided with an engine 10 as a power source, and an automatic transmission 20 that transmits the power from the engine 10 to driving wheels W.
  • the vehicle is provided with a power transmitting/blocking device between the engine 10 and the driving wheels W, and during traveling, the power transmission therebetween is blocked by controlling the power transmitting/blocking device.
  • the vehicle is provided with, as the control device, an electronic control device 1 that performs control related to the traveling of the vehicle (hereinafter referred to as a “traveling control ECU” 1 ), an electronic control device 2 that controls the engine 10 (hereinafter referred to as an “engine ECU” 2 ), and an electronic control device 3 that controls the automatic transmission 20 (hereinafter referred to as a “transmission ECU” 3 ).
  • the traveling control ECU 1 transmits and receives detection information from a sensor, an arithmetic processing result, and the like to/from the engine ECU 2 and the transmission ECU 3 . Additionally, the traveling control ECU 1 sends commands to the engine ECU 2 and the transmission ECU 3 . Then, the traveling control ECU 1 causes the engine ECU 2 to control the engine 10 in accordance with such command, and the transmission ECU 3 to control the automatic transmission 20 in accordance with such command.
  • the engine 10 is, for example, an internal combustion engine, and generates the power at an engine rotation shaft 11 by the supplied fuel.
  • the power transmitting/blocking device is disposed between the engine 10 and the driving wheels W (that is, on the transmission path of the power output by the engine 10 ).
  • the power transmitting/blocking device can transmit the power between the engine 10 and the driving wheels W, but can also block the power transmission therebetween. In the exemplary vehicle, such power transmitting/blocking device is provided on the automatic transmission 20 .
  • a multi-mode automatic transmission and continuously variable automatic transmission are included in the object applied as the automatic transmission 20 equipped in the vehicle.
  • DCT dual clutch transmission
  • MMT multi-mode manual transmission
  • a multi-mode automatic transmission and a continuously variable automatic transmission will be described as examples.
  • the automatic transmission 20 of the present embodiment is provided with a clutch 30 , a transmission main body 40 , and a torque converter 50 .
  • the clutch 30 acts as the power transmitting/blocking device described above.
  • the transmission main body 40 serves as an automatic transmission unit.
  • the torque converter 50 transmits the power of the engine 10 to the transmission main body 40 .
  • a transmission input shaft 21 is coupled to an engine rotation shaft 11 , and a transmission output shaft 22 is coupled to the driving wheels W.
  • the transmission input shaft 21 is connected to a pump impeller 51 in the torque converter 50 to be integrally rotatable therewith.
  • a turbine runner 52 of the torque converter 50 is connected to an intermediate shaft 23 to be integrally rotatable therewith.
  • the intermediate shaft 23 is connected to a first engaging portion 31 of the clutch 30 to be integrally rotatable therewith.
  • a second engaging portion 32 of the clutch 30 is connected to an input shaft 41 of the transmission main body 40 to be integrally rotatable therewith.
  • the transmission main body 40 is also connected to the transmission output shaft 22 .
  • the torque converter 50 is also provided with a lock-up clutch (not illustrated).
  • the transmission main body 40 is provided with a plurality of engaging devices (clutch and brake) and a plurality of gears (not illustrated).
  • the gear change stage (gear change ratio) is switched depending on the combination of an engaged state and a disengaged state of the engaging devices.
  • a shift control unit of the transmission ECU 3 performs shift control by controlling the state of the engaging device.
  • a continuously variable automatic transmission for example, a belt type continuously variable transmission is used as the transmission main body 40 .
  • the clutch 30 includes the first engaging portion 31 and the second engaging portion 32 connected to the engine 10 and the driving wheels W, respectively, on the power transmission path.
  • the clutch 30 is a friction clutch in which a friction material is provided on the first engaging portion 31 and/or the second engaging portion 32 .
  • the clutch 30 becomes engaged when a working oil is supplied to the first engaging portion 31 and/or the second engaging portion 32 and the first engaging portion 31 and the second engaging portion 32 come in contact with each other. In such engaged state (half-engaged state and full-engaged state described later), the power can be transmitted between the engine 10 and the driving wheels W.
  • the clutch 30 becomes disengaged when the supplied working oil is discharged and the first engaging portion 31 and the second engaging portion 32 are separated. In such disengaged state, the power transmission between the engine 10 and the driving wheels W is blocked.
  • the clutch 30 causes an actuator 33 to execute the engaging operation or the disengaging operation between the first engaging portion 31 and the second engaging portion 32 .
  • the actuator 33 is provided with, for example, an electromagnetic valve (not illustrated) that operates by a command from a clutch control unit of the transmission ECU 3 .
  • the actuator 33 adjusts the hydraulic pressure of the working oil supplied to the clutch 30 by the opening/closing operation of the electromagnetic valve.
  • the clutch 30 becomes engaged by opening the electromagnetic valve and increasing the hydraulic pressure of the supplied oil.
  • the clutch control unit by adjusting the valve opening degree of the electromagnetic valve, adjusts the hydraulic pressure of the oil supplied to the clutch 30 (increased pressure amount), and creates a half-engaged state and a full-engaged state as different states.
  • the half-engaged state is an engaged state that allows slipping between the first engaging portion 31 and the second engaging portion 32 .
  • the full-engaged state is an engaged state that does not allow slipping between the first engaging portion 31 and the second engaging portion 32 , and even if the torque is input to the first engaging portion 31 and/or the second engaging portion 32 , they rotate integrally with each other.
  • the clutch control unit half-engages the clutch 30 by increasing the hydraulic pressure of the supplied oil up to a pressure within a predetermined range.
  • the clutch control unit full-engages the clutch 30 by further increasing the hydraulic pressure of the supplied oil up to a pressure more than the maximum pressure of the predetermined range. Additionally, the clutch 30 becomes disengaged by closing the electromagnetic valve and decreasing the hydraulic pressure of the supplied oil.
  • the vehicle of the present embodiment can travel through inertia (coasting traveling) by blocking the power transmission between the engine 10 and the driving wheels W. Therefore, the traveling control ECU 1 includes a coasting control unit that performs control related to coasting traveling (hereinafter referred to as a “coasting control”).
  • the coasting control unit blocks, during traveling, the power transmission between the engine 10 and the driving wheels W by disengaging the clutch 30 during normal traveling.
  • the normal traveling refers to a state of traveling by transmitting the power of the engine 10 to the driving wheels W.
  • the traveling control ECU 1 includes a traveling mode switching unit that switches between a normal traveling mode and a coasting traveling mode.
  • the exemplary vehicle can execute deceleration S&S traveling as coasting traveling.
  • the deceleration S&S traveling is traveling through inertia by blocking the power transmission between the engine 10 and the driving wheels W, and also by stopping the engine 10 .
  • the deceleration S&S traveling is executed in a state where the driver is operating the brake (accelerator-OFF & brake-ON), and when the vehicle is in deceleration traveling at a predetermined speed or less.
  • a deceleration S&S control unit is provided as a coasting control unit in the traveling control ECU 1 .
  • An accelerator operation amount sensor 61 and a brake operation amount sensor 62 are connected to the traveling control ECU 1 .
  • the accelerator operation amount sensor 61 detects the accelerator opening degree or the like by the driver. Therefore, it is possible to grasp an accelerator-OFF state (accelerator-OFF operation) or an accelerator-ON state (accelerator-ON operation) of the driver at the traveling control ECU 1 .
  • the brake operation amount sensor 62 detects the brake depression amount or the like by the driver. Therefore, it is possible to grasp a brake-OFF state (brake-OFF operation) and a brake-ON state (brake-ON operation) of the driver at the traveling control ECU 1 .
  • a detection signal of a stop lamp switch (not illustrated) interlocked with the brake operation by the driver may be used to grasp the brake-OFF state (brake-OFF operation) and the brake-ON state (brake-ON operation).
  • the traveling mode switching unit can select a deceleration S&S mode as the coasting traveling mode.
  • a slope of a traveling road of the vehicle may be taken into consideration.
  • the vehicle speed is detected by a vehicle speed sensor 63 .
  • the slope of a traveling road of the vehicle is detected by a slope sensor 64 .
  • a longitudinal acceleration sensor that detects longitudinal vehicle acceleration should be used as the slope sensor 64 .
  • the vehicle speed sensor 63 and the slope sensor 64 are connected to the traveling control ECU 1 .
  • the deceleration S&S control unit sends commands to the engine ECU 2 and the transmission ECU 3 , and instructs the engine 10 to be stopped and the clutch 30 to be disengaged. Therefore, the vehicle, which is in a state where the brake operation is performed in a predetermined vehicle speed range, begins deceleration S&S traveling by stopping the engine 10 and blocking the power transmission between the engine 10 and the driving wheels W.
  • FIG. 2 is a time chart illustrating the conventional control to return from deceleration S&S traveling.
  • FIG. 3 is a time chart illustrating the control to return from deceleration S&S traveling according to the present embodiment.
  • the traveling mode switching unit selects the normal traveling mode.
  • the case where the returning condition has been satisfied is, for example, when the brake-OFF state (brake-OFF operation) of the driver has been detected, or when the accelerator-ON state (accelerator-ON operation) of the driver has been detected.
  • the return control unit of the traveling control ECU 1 sends commands to the engine ECU 2 and the transmission ECU 3 , and returns the vehicle from deceleration S&S traveling to normal traveling. In the return control, the engine 10 in a stopped state is restarted, and the clutch 30 in a disengaged state is engaged.
  • the engine ECU 2 drives a starter motor 12 and begins the start control of the engine 10 . Moreover, the engine ECU 2 ends the start control of the engine 10 by stopping the starter motor 12 when the engine 10 has completely exploded.
  • a rotation sensor (not illustrated) that detects a rotation angle of the turbine runner 52 or the first engaging portion 31 may be provided.
  • a rotation sensor (not illustrated) that detects a rotation angle of the input shaft 41 or the second engaging portion 32 may be provided.
  • the state in which the clutch differential rotation ⁇ Ncl is within the predetermined range of the differential rotation is a state in which the full-engaging operation of the clutch 30 , in which the shock is reduced to a predetermined magnitude or less, is possible.
  • the predetermined magnitude is a magnitude of the shock that the occupant cannot feel even if the shock occurring on the clutch 30 is transmitted to the driving wheels W and the vehicle body.
  • the predetermined time is, for example, a time for excluding operational errors of the clutch differential rotation ⁇ Ncl due to the torque fluctuation or the like in the power transmission path.
  • the return control unit determines that the full-engaging control of the clutch 30 is possible, and the clutch 30 is full-engaged by the clutch control unit.
  • the return control unit of the present embodiment inhibits the full-engagement of the clutch 30 until the start control of the engine 10 is completed, even if the clutch 30 has been synchronized or regarded as being synchronized.
  • the return control unit allows the clutch 30 to full-engage after the start control of the engine 10 has been completed and if the clutch 30 has been synchronized or regarded as being synchronized.
  • the complete explosion of the engine 10 is when the start control of the engine 10 is completed.
  • the return control unit inhibits the full-engagement of the clutch 30 until the engine 10 is completely exploded, even if the clutch 30 has been synchronized or regarded as being synchronized.
  • the return control unit full-engages the clutch 30 after the complete explosion of the engine 10 and if the clutch 30 has been synchronized or regarded as being synchronized.
  • the engine ECU 2 detects the complete explosion of the engine 10 , by stopping the starter motor 12 , the engine ECU 2 ends the cranking of the engine 10 by the starter motor 12 , and ends the start control of the engine 10 . Therefore, in the case of returning from deceleration S&S traveling to normal traveling, the return control unit does not full-engage the clutch 30 when the engine 10 is cranking by the starter motor 12 which operates as a motor, but full-engages the clutch 30 after the cranking of the engine 10 ends (that is, after the starter motor 12 , as a motor, stops).
  • the return control unit inhibits the full-engagement of the clutch 30 when the starter motor 12 is in drive, even if the clutch 30 has been synchronized or regarded as being synchronized.
  • the return control unit full-engages the clutch 30 after the starter motor 12 has stopped and if the clutch 30 has been synchronized or regarded as being synchronized.
  • the return control unit determines whether the deceleration S&S is being controlled (step ST 1 ). When the deceleration S&S is not being controlled, the return control unit repeats the arithmetic processing.
  • the return control unit determines whether the condition of returning from the deceleration S&S traveling to the normal traveling has been satisfied (step ST 2 ). When the returning condition has not been satisfied, the return control unit returns to step ST 1 .
  • the return control unit begins the control to return from deceleration S&S traveling to normal traveling (step ST 3 ).
  • the return control unit sends commands to the engine ECU 2 and the transmission ECU 3 .
  • the return control unit restarts the engine 10 in a stopped state by the starter motor 12 and, in order to increase the responsiveness of the engaging control, increases the hydraulic pressure of the oil supplied to the clutch 30 up to a pressure within a range in which a disengaged state is maintained ( FIG. 3 ).
  • the return control unit determines that the full-engaging condition of the clutch 30 has been satisfied.
  • step ST 4 the return control unit repeats the arithmetic processing in step ST 4 .
  • the return control unit determines whether the starter motor 12 has stopped (step ST 5 ).
  • the return control unit allows the full-engaging control of the clutch 30 (step ST 6 ). Then, the return control unit determines whether the full-engaging condition of the clutch 30 has been satisfied (step ST 7 ). In order to suppress the occurrence of shock when the clutch 30 is full-engaged, the return control unit, after allowing the full-engaging control of the clutch 30 , desirably increases the hydraulic pressure of the supplied oil, as illustrated in FIG. 3 , by sending a command to the transmission ECU 3 , and half-engages the clutch 30 .
  • the return control unit repeats the arithmetic processing in step ST 7 .
  • the return control unit full-engages the clutch 30 by sending a command to the transmission ECU 3 (step ST 8 ).
  • the control device inhibits the full-engagement of the clutch 30 until the start control of the engine 10 is completed, and full-engages the clutch 30 after such start control has been completed.
  • the control device can avoid the complete explosion of the engine 10 at the time the clutch 30 is in a full-engaged state. Therefore, the occurrence of the shock of the vehicle caused by the torque of the engine 10 due to such complete explosion can be suppressed, and also the uncomfortable feeling given to the driver by acceleration and deceleration of the vehicle can be suppressed.
  • the control device does not even half-engage the clutch 30 when the engine 10 is completely exploded, and the slipping does not occur in the clutch 30 by the torque of the engine 10 due to such complete explosion. Therefore, deterioration of the durability of the clutch 30 can be suppressed.
  • FIG. 5 is a diagram illustrating such vehicle.
  • the signs same as those in the embodiment represent the components, devices, and the like same as those in the embodiment. Therefore, hereinafter, the description of the signs same as those in the embodiment is omitted.
  • a vehicle of the present modification is a hybrid vehicle in which a rotation motor MG is provided between an engine 10 and a clutch 30 in a vehicle of the embodiment. Specifically, the rotation motor MG is provided between the engine 10 and the torque converter 50 in the exemplary vehicle.
  • An electronic control device 4 that controls the rotation motor MG (hereinafter referred to as a “rotation motor ECU” 4 ) is provided as a control device in the vehicle.
  • the rotation motor ECU 4 transmits and receives detection information of a sensor, an arithmetic processing result, and the like to/from a traveling control ECU 1 .
  • the traveling control ECU 1 sends a command to the rotation motor ECU 4 and then, causes the rotation motor ECU 4 to control the rotation motor MG in accordance with such command.
  • the vehicle is described without a starter motor 12 being provided; however, the vehicle may be provided with the starter motor 12 .
  • the exemplary rotation motor MG is a motor generator that has a function as a motor at the time of power running driving and a function as a generator at the time of regeneration driving.
  • the traveling control ECU 1 sends commands to the engine ECU 2 , the transmission ECU 3 , and the rotation motor ECU 4 . Then, the traveling control ECU 1 causes the engine 10 and the rotation motor MG to output the driving force of the engine and the driving force of the rotation motor (first driving force), respectively, in accordance with the required driving force. Also, the traveling control ECU 1 full-engages the clutch 30 . In the case of executing coasting traveling (deceleration S&S traveling), the traveling control ECU 1 sends commands to the engine ECU 2 , the transmission ECU 3 , and the rotation motor ECU 4 . Then, the traveling control ECU 1 stops the engine 10 and the rotation motor MG, and disengages the clutch 30 .
  • coasting traveling deceleration S&S traveling
  • the traveling control ECU 1 sends commands to the engine ECU 2 , the transmission ECU 3 , and the rotation motor ECU 4 , and drives the rotation motor MG while keeping the clutch 30 disengaged. Then, in order to begin the start control of the engine 10 , the traveling control ECU 1 raises the rotation speed of the engine 10 by the driving force of the rotation motor MG (second driving force) which operates as a motor.
  • the traveling control ECU 1 detects the complete explosion of the engine 10 , by stopping the output of the second driving force by the rotation motor MG which operates as a motor, the traveling control ECU 1 ends the cranking of the engine 10 by the rotation motor MG, and ends the start control of the engine 10 .
  • the return control unit does not full-engage the clutch 30 when the engine 10 is cranking by the second driving force by the rotation motor MG which operates as a motor, but full-engages the clutch 30 after the cranking of the engine 10 ends (that is, after stopping the rotation motor MG by stopping the output of the second driving force by the rotation motor MG which operates as a motor).
  • the return control unit inhibits the full-engagement of the clutch 30 when the rotation motor MG is outputting the second driving force, even if the clutch 30 has been synchronized or regarded as being synchronized.
  • the return control unit full-engages the clutch 30 after the output of the second driving force by the rotation motor MG has stopped and if the clutch 30 has been synchronized or regarded as being synchronized.
  • the above case is described as an example.
  • the return control unit determines the same way as in steps ST 1 and ST 2 of the embodiment (steps ST 11 and ST 12 ), and begins the control to return from deceleration S&S traveling to normal traveling (step ST 13 ).
  • the return control unit in such return control, sends commands to the engine ECU 2 , the transmission ECU 3 , and the rotation motor ECU 4 .
  • the return control unit restarts the engine 10 in a stopped state by the second driving force of the rotation motor MG and, in order to increase the responsiveness of the engaging control, increases the hydraulic pressure of the oil supplied to the clutch 30 up to a pressure within a range in which a disengaged state is maintained ( FIG. 7 ).
  • step ST 14 the return control unit determines whether the full-engaging condition of the clutch 30 has been satisfied.
  • the return control unit repeats the arithmetic processing of step ST 14 until the full-engaging condition is satisfied.
  • the return control unit determines whether the output of the second driving force by the rotation motor MG has stopped (step ST 15 ).
  • the return control unit allows the full-engaging control of the clutch 30 (step ST 16 ). Then, the return control unit determines whether the full-engaging condition of the clutch 30 has been satisfied (step ST 17 ). In order to suppress the occurrence of shock when the clutch 30 is full-engaged, same as in the embodiment, the return control unit, after allowing the full-engaging control of the clutch 30 , desirably increases the hydraulic pressure of the supplied oil, as illustrated in FIG. 7 , by sending a command to the transmission ECU 3 , and half-engages the clutch 30 .
  • the return control unit repeats the arithmetic processing in step ST 17 .
  • the return control unit full-engages the clutch 30 by sending a command to the transmission ECU 3 (step ST 18 ).
  • the control device of the present modification inhibits the full-engagement of the clutch 30 until the start control of the engine 10 is completed, and full-engages the clutch 30 after such start control has been completed. Therefore, the control device of the present modification can obtain effects similar to those described in the embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US15/022,070 2013-09-20 2014-09-02 Control device for vehicle Active 2034-09-09 US9981663B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2013-195946 2013-09-20
JP2013195946 2013-09-20
PCT/JP2014/073047 WO2015041044A1 (ja) 2013-09-20 2014-09-02 車両の制御装置

Publications (2)

Publication Number Publication Date
US20160221580A1 US20160221580A1 (en) 2016-08-04
US9981663B2 true US9981663B2 (en) 2018-05-29

Family

ID=52688698

Family Applications (1)

Application Number Title Priority Date Filing Date
US15/022,070 Active 2034-09-09 US9981663B2 (en) 2013-09-20 2014-09-02 Control device for vehicle

Country Status (4)

Country Link
US (1) US9981663B2 (ja)
JP (1) JP6197874B2 (ja)
CN (1) CN105556154B (ja)
WO (1) WO2015041044A1 (ja)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104870282B (zh) * 2012-12-17 2017-05-17 丰田自动车株式会社 车辆的控制装置
MY162433A (en) * 2013-10-08 2017-06-15 Nissan Motor Hybrid vehicle control device
JP6414499B2 (ja) * 2015-03-27 2018-10-31 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
EP3358227B1 (en) 2015-10-02 2020-09-09 Nissan Motor Co., Ltd. Vehicle control apparatus and vehicle control method
JP6654862B2 (ja) * 2015-11-10 2020-02-26 ジヤトコ株式会社 車両の制御装置及び車両の制御方法
US11007996B2 (en) * 2016-09-15 2021-05-18 Nissan Motor Co., Ltd. Vehicle control method and vehicle control device
DE102016220220B4 (de) * 2016-10-17 2019-05-16 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Antriebsstrangs eines Kraftfahrzeugs
JP7056537B2 (ja) * 2018-12-12 2022-04-19 トヨタ自動車株式会社 ハイブリッド車両
JP7211190B2 (ja) * 2019-03-22 2023-01-24 トヨタ自動車株式会社 ハイブリッド車両の制御装置
US20230150476A1 (en) * 2020-01-20 2023-05-18 Dr. Nakamats Innovative Institute Intermittent energy/inertia mobile unit and movement method
JP7622585B2 (ja) * 2021-08-30 2025-01-28 トヨタ自動車株式会社 ハイブリッド車両

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040176213A1 (en) * 2003-03-06 2004-09-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for controlling a clutch
JP2007131071A (ja) 2005-11-09 2007-05-31 Nissan Motor Co Ltd ハイブリッド車両のエンジン再始動制御装置
US20090156355A1 (en) * 2007-12-13 2009-06-18 Hyundai Motor Company System and method for controlling clutch engagement in hybrid vehicle
JP2012072740A (ja) 2010-09-29 2012-04-12 Toyota Motor Corp 車両制御システム
JP2012076474A (ja) 2010-09-30 2012-04-19 Denso Corp 車両用制御装置
JP2012086653A (ja) 2010-10-19 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012122497A (ja) 2010-12-06 2012-06-28 Toyota Motor Corp 車両制御装置
JP2012144184A (ja) 2011-01-13 2012-08-02 Toyota Motor Corp 車両制御装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19719615B4 (de) * 1996-05-14 2014-09-04 Schaeffler Technologies Gmbh & Co. Kg Vorrichtung zur automatisierten Betätigung eines Drehmomentübertragungssystems
JP4257608B2 (ja) * 2004-10-25 2009-04-22 アイシン・エィ・ダブリュ株式会社 ハイブリッド車用駆動装置及びその制御方法
JP5177578B2 (ja) * 2010-03-31 2013-04-03 アイシン・エィ・ダブリュ株式会社 制御装置
JP5472004B2 (ja) * 2010-09-21 2014-04-16 株式会社デンソー エンジンの自動始動制御装置

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040176213A1 (en) * 2003-03-06 2004-09-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for controlling a clutch
JP2007131071A (ja) 2005-11-09 2007-05-31 Nissan Motor Co Ltd ハイブリッド車両のエンジン再始動制御装置
US7975791B2 (en) 2005-11-09 2011-07-12 Nissan Motor Co., Ltd. Hybrid vehicle drive control system
US20090156355A1 (en) * 2007-12-13 2009-06-18 Hyundai Motor Company System and method for controlling clutch engagement in hybrid vehicle
JP2012072740A (ja) 2010-09-29 2012-04-12 Toyota Motor Corp 車両制御システム
JP2012076474A (ja) 2010-09-30 2012-04-19 Denso Corp 車両用制御装置
US8579764B2 (en) 2010-09-30 2013-11-12 Denso Corporation Control apparatus for idle-stop system mounted on vehicle with manual transmission
JP2012086653A (ja) 2010-10-19 2012-05-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
JP2012122497A (ja) 2010-12-06 2012-06-28 Toyota Motor Corp 車両制御装置
JP2012144184A (ja) 2011-01-13 2012-08-02 Toyota Motor Corp 車両制御装置

Also Published As

Publication number Publication date
JP6197874B2 (ja) 2017-09-20
JPWO2015041044A1 (ja) 2017-03-02
CN105556154B (zh) 2017-10-27
CN105556154A (zh) 2016-05-04
WO2015041044A1 (ja) 2015-03-26
US20160221580A1 (en) 2016-08-04

Similar Documents

Publication Publication Date Title
US9981663B2 (en) Control device for vehicle
JP5494839B2 (ja) 車両制御装置
JP6064868B2 (ja) 車両の制御装置
EP3179125B1 (en) Vehicle control device, and vehicle control method
CN104411554B (zh) 车辆的控制装置
US9656676B2 (en) Vehicle travel control device
US8798836B2 (en) Control device for hybrid vehicle
US9656670B2 (en) Vehicle travel control device
US9561793B2 (en) Driving apparatus for hybrid vehicle and control method thereof
US9765886B2 (en) Control system and control method for vehicle
JP6241424B2 (ja) 車両制御装置
WO2014068720A1 (ja) 車両の走行制御装置
JP2014091398A (ja) 車両の走行制御装置
CN105172783A (zh) 车辆的控制装置以及车辆的控制方法
CN109073072B (zh) 具备无级变速器的车辆的控制装置及控制方法
JP5949936B2 (ja) 車両の走行制御装置
WO2015046616A1 (en) Vehicle control device
JP5835573B2 (ja) 自動変速機のクラッチ制御装置
CN108779849B (zh) 自动变速器的控制装置
JP2013122262A (ja) 自動変速機のクラッチ制御装置
JP5625892B2 (ja) 車両の制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:YAMANAKA, SATOSHI;YOKOKAWA, TAKAHIRO;ITO, YOSHIO;SIGNING DATES FROM 20160126 TO 20160128;REEL/FRAME:037986/0901

STCF Information on status: patent grant

Free format text: PATENTED CASE

CC Certificate of correction
MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 8